EP3623193A1 - Layout eines hybriden oder elektrischen industriefahrzeugs - Google Patents
Layout eines hybriden oder elektrischen industriefahrzeugs Download PDFInfo
- Publication number
- EP3623193A1 EP3623193A1 EP19197314.8A EP19197314A EP3623193A1 EP 3623193 A1 EP3623193 A1 EP 3623193A1 EP 19197314 A EP19197314 A EP 19197314A EP 3623193 A1 EP3623193 A1 EP 3623193A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- power distributor
- case
- input
- layout according
- electric motor
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 239000003638 chemical reducing agent Substances 0.000 claims description 6
- 230000000295 complement effect Effects 0.000 claims description 3
- 230000005540 biological transmission Effects 0.000 description 4
- 238000010586 diagram Methods 0.000 description 2
- 230000002452 interceptive effect Effects 0.000 description 2
- 238000004519 manufacturing process Methods 0.000 description 2
- 238000002485 combustion reaction Methods 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 239000000314 lubricant Substances 0.000 description 1
- 239000003921 oil Substances 0.000 description 1
- 238000007789 sealing Methods 0.000 description 1
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K1/00—Arrangement or mounting of electrical propulsion units
- B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2200/00—Type of vehicle
- B60Y2200/10—Road Vehicles
- B60Y2200/14—Trucks; Load vehicles, Busses
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2410/00—Constructional features of vehicle sub-units
- B60Y2410/10—Housings
Definitions
- the invention relates to a layout of a hybrid or electric industrial vehicle.
- WO2014037491 discloses a transfer box, namely a power distributor, applied to a rear-wheel drive industrial vehicle.
- the vehicle is an electric vehicle.
- electric vehicle means a vehicle which is not provided with other forms of drive other than the electric drive.
- Said power distributor comprises a first shaft and a second shaft, which are parallel to one another, one or more gear ratios, which are interposed between the first and the second shaft; furthermore, each transmission shaft comprises two opposite ends, which are accessible from the outside of the case enclosing the power distributor, and front clutches on each one of the shafts in order to allow them to be selectively disconnected from a relative engine or from a load.
- the power distributor is spaced apart from the driving axle, to which it is connected by means of an intermediate shaft.
- the layout shown in WO2014037491 can be further improved for a better distribution of the weights and for a better exploitation of the space on board the vehicle.
- the object of the invention is to provide a layout of a hybrid or electric vehicle comprising a power distributor which offers some advantages compared to the prior art.
- Electric vehicle means that the drive is exclusively electric and that the vehicle is not provided with any internal combustion engine.
- the portion of case of the power distributor shared with the case of the differential gear can comprise a sealing gasket, which is designed to separate the inner volume of the power distributor from the inner volume of the differential gear, thus preventing possible lubricant oils from getting mixed.
- the power distributor preferably comprises at least two power inputs, which are arranged perpendicularly to the axle-shafts coming out of the differential gear.
- At least a first one of said at least two inputs is preferably arranged so that the shaft of a first electric motor associated with it is arranged, in operation, above the differential gear and is perpendicular to the axle defined by said axle-shafts.
- At least a second one of said at least two inputs is preferably arranged so that a second electric motor associated with it is approximately opposite said first electric motor.
- the distributor preferably also comprises a third input, which is suited to be associated with a third electric motor.
- Said third input is arranged in such a way that the rotation axes of the second and of the third electric motor lie on a plane which is approximately vertical and, hence, approximately perpendicular to the axle defined by said two axle-shafts.
- a fourth input through which an output of a thermal drivetrain comprising a transmission can be connected.
- said fourth input is not present or is not accessible.
- the electric vehicle can be provided with up to three electric motors. This allows manufacturers to implement motors that can easily be found in the car manufacturing industry, even though they have to be used in industrial vehicles.
- the wheel hubs accommodate speed reducers, which allow the torque to be increased in case of full-load starting.
- said reducers are provided with at least two speed ratios.
- Said first electric motor preferably comprises a tubular case portion, which houses a relative drive shaft, a first end of the tubular case being operatively connected to a stator of the first electric motor and a second end, which is opposite the first one, being connected to said case of said power distributor.
- Said tubular case preferably comprises an upper attachment portion for the connection of retaining rods, which converge towards said upper surface staring from the side members of the vehicle frame.
- Said retaining rods preferably have the diverging ends fixed in a point of intersection between a side member and a relative crossbeam.
- Said retaining rods have the main purpose of forbidding any rotation of the case of the differential gear around the axis of the wheel.
- the first electric motor is connected to the case of the power distributor by means of an additional tubular case, which acts as a prolongation.
- the latter indeed, for it has a cross section that is much smaller than a cross section of the stator of the first electric motor, allows the power distributor to be reached without interfering with the case of the differential gear.
- the subject-matter of the invention is a vehicle.
- second component does not imply the presence of a "first” component.
- these terms are only used as labels to improve clarity and should not be interpreted in a limiting manner.
- FIG. 1 shows a driving axle, indicated as a whole with RX, arranged under a pair of side members L1 and L2, which help define the frame of the industrial vehicle.
- the axle comprises a differential gear D comprising a case DC where a known crown wheel and pinion is built-in.
- the right axle-shaft RX and the left axle-shaft SX project from the right side and from the left side, respectively, of the differential gear.
- axle-shafts can be completely lined up to the relative wheel hubs.
- the case DC of the differential gear consists of at least two parts with a lid FC.
- the differential gear D is associated with a power distributor TB comprising its own case TBC.
- the case of the power distributor consists of at least two parts, as well, and at least one of said parts also defines the aforesaid lid FC.
- a traditional axle can advantageously be adjusted for a hybrid or electric application, reducing the number of components.
- the power distributor comprises at least two power inputs IN1, IN2 arranged perpendicularly to the axle-shafts RX and SX.
- At least a first one of said at least two inputs is preferably arranged so that the shaft ZM1 of a first electric motor M1 associated with it is arranged, in operation, above the differential gear and is perpendicular to the axle X defined by said axle-shafts.
- the axis ZM1 is evidently parallel to the industrial vehicle development axis Z, indicated in figures 2 and 3 .
- the case DC of the differential gear D has an upper interface, to which two retaining rods RD and RL are generally fixed, which counter the rotation of the case DC relative to the axis X.
- the first electric motor M1 is associated with the power distributor by means of a tubular interconnecting case M1C with an approximately longitudinal shape, which acts as a prolongation, thus allowing the first electric motor to be connected to the power distributor without interfering with the differential gear.
- Said tubular case M1C has a lower portion, which is complementary to the upper interface of the case of the differential gear, and an upper portion, which reproduces the upper interface of the case of the differential gear. This implies that the retaining rods RD and RL are indirectly connected to the case of the differential gear by means of the tubular case of the first motor which rises above the differential gear.
- the power distributor has a second power input IN2 approximately opposite the first input IN1. Therefore, when the second electric motor M2 is associated with the power distributor, the relative drive shaft extends along the axis MZ2, which is parallel and approximately coaxial to the axis MZ1 of the first electric motor.
- the power distributor also comprises a third input IN3, which is parallel to the vehicle development axis Z as well and, when a third electric motor M3 is associated with it, its shaft extends along an axis ZM3, which is parallel to ZM1 and ZM2.
- a plane on which MZ2 and MZ3 lie is approximately vertical and, hence, approximately perpendicular to the axle RX of the industrial vehicle.
- Figure 2 shows the wheelwork in detail, even though it is not realistic. Indeed, the axes of the motors M2 and M3 seem, in the plan view of figure 2 , spaced apart from one another, but, according to the description above, they approximately overlap.
- a view from the top or from the bottom should substantially show a cross.
- the axle RX comprises the relative axle-shafts, which converge in the differential gear D approximately arranged at the centre.
- the axle-shafts converge in the right hub RH and in the left hub LH.
- the hubs preferably accommodate speed reducers with a fixed ratio or with a variable ratio so as to allow for a full-load starting of the vehicle.
- the pinion PG of the crown wheel and pinion is keyed on a main shaft CS on which a first W1 and a second gear wheel W2 are fixed.
- a first pinion US1 which can be coupled to the drive shaft of the first electric motor M1
- a third pinion US3 which can be coupled to the drive shaft of the third electric motor M3, mesh with the first gear wheel.
- a second pinion US2 which can be coupled to a drive shaft of the second electric motor M2, meshes with the second gear wheel W2.
- the two gear wheels W1 and W2 preferably do not have the same diameter and the gear ratio of the second electric motor M2 preferably is slightly different from the gear ratio of the first and of the third electric motor.
- the gear ratio of the second electric motor is slightly smaller, so as to deliver a greater torque at a high speed.
- Each input IN1, IN2, IN3 is preferably provided with a front clutch CT1, CT2, CT3.
- the main shaft CS besides having a first end on which the aforesaid pinion PG is keyed, has an end opposite the first one, which is accessible from the case TBC of the power distributor. Said opposite end is indicated with CSE in figure 3 .
- the thermal drivetrain comprises a heat engine, for example a Diesel or petrol engine, and a transmission with two or more gears.
- main shaft CS can consist of two parts, which can be connected to one another by means of a fourth front clutch CCT.
- the front clutch is arranged between the first W1 and the second gear wheel W2, so that the vehicle can operate in pure electric mode disconnecting, as much as possible, the passive rotary masses.
- the presence of the second electric motor can be subordinated to the inclination of the drive shaft joining the transmission of the drivetrain and the fourth input of the power distributor.
- the second motor can be eliminated in order to avoid mechanical interferences.
- figure 3 is identical to figure 2 with the exception of the presence of the fourth input and of the fourth front clutch, which divides the main shaft into two parts.
- a broken line IF is shown in the figures. It represents an ideal interface between the power distributor and the differential gear according to the invention. Said interface is defined by the portion FC of the case TBC of the power distributor TB, which also defines a front or rear lid for the case DC of the differential gear D.
- the inputs IN2 andIN3 preferably face forward in the driving direction of the vehicle.
- the third pinion US3 which allows for the interconnection of the third electric motor to the first gear wheel W1, can be arranged laterally relative to the gear wheel W1, so as to increase the height from the ground of the power distributor.
- the plane on which the axes ZM2 and ZM3 lie keeps being parallel to the vehicle development axis Z, but is oblique rather than approximately vertical.
- the differential gear comprises a speed reducer according to EP2620311(B1 ), the content of claim 1 thereof being entirely incorporated herein by reference.
- one or two electric motors can be sufficient.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Hybrid Electric Vehicles (AREA)
- Arrangement Of Transmissions (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
IT201800008568 | 2018-09-13 |
Publications (2)
Publication Number | Publication Date |
---|---|
EP3623193A1 true EP3623193A1 (de) | 2020-03-18 |
EP3623193B1 EP3623193B1 (de) | 2021-07-28 |
Family
ID=64427091
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP19197314.8A Active EP3623193B1 (de) | 2018-09-13 | 2019-09-13 | Layout eines hybriden oder elektrischen industriefahrzeugs |
Country Status (2)
Country | Link |
---|---|
EP (1) | EP3623193B1 (de) |
ES (1) | ES2889801T3 (de) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN113427987A (zh) * | 2020-03-23 | 2021-09-24 | 阿文美驰技术有限责任公司 | 具有多个电动机的驱动车桥*** |
Citations (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP1541895A2 (de) * | 2003-12-09 | 2005-06-15 | ArvinMeritor Technology, LLC | Antriebssystem mit variabler Übersetzung |
US20060158024A1 (en) * | 2003-07-08 | 2006-07-20 | Harald Wendl | Electrically-powered axle with wheel hub drive |
EP2620311A1 (de) | 2012-01-30 | 2013-07-31 | FPT Industrial S.p.A. | Antriebsachsenbaugruppe für schweres Nutzfahrzeug und schweres Nutzfahrzeug mit einer solchen Antriebsachsenbaugruppe |
WO2014037491A1 (en) | 2012-09-06 | 2014-03-13 | Iveco S.P.A. | Hybrid vehicle comprising a torque distributor |
DE102015215393A1 (de) * | 2015-08-12 | 2016-09-29 | Continental Automotive Gmbh | Antriebsstrang für ein elektrisch antreibbares Kraftfahrzeug, elektrisch antreibbares Kraftfahrzeug und Verfahren zum elektrischen Antrieb eines Kraftfahrzeugs |
EP3173649A1 (de) * | 2015-11-03 | 2017-05-31 | ArvinMeritor Technology, LLC | Achsanordnung mit ölbadscheibenbremse |
WO2017089449A1 (en) * | 2015-11-24 | 2017-06-01 | Borgwarner Sweden Ab | A vehicle driveline system |
-
2019
- 2019-09-13 EP EP19197314.8A patent/EP3623193B1/de active Active
- 2019-09-13 ES ES19197314T patent/ES2889801T3/es active Active
Patent Citations (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20060158024A1 (en) * | 2003-07-08 | 2006-07-20 | Harald Wendl | Electrically-powered axle with wheel hub drive |
EP1541895A2 (de) * | 2003-12-09 | 2005-06-15 | ArvinMeritor Technology, LLC | Antriebssystem mit variabler Übersetzung |
EP2620311A1 (de) | 2012-01-30 | 2013-07-31 | FPT Industrial S.p.A. | Antriebsachsenbaugruppe für schweres Nutzfahrzeug und schweres Nutzfahrzeug mit einer solchen Antriebsachsenbaugruppe |
WO2014037491A1 (en) | 2012-09-06 | 2014-03-13 | Iveco S.P.A. | Hybrid vehicle comprising a torque distributor |
DE102015215393A1 (de) * | 2015-08-12 | 2016-09-29 | Continental Automotive Gmbh | Antriebsstrang für ein elektrisch antreibbares Kraftfahrzeug, elektrisch antreibbares Kraftfahrzeug und Verfahren zum elektrischen Antrieb eines Kraftfahrzeugs |
EP3173649A1 (de) * | 2015-11-03 | 2017-05-31 | ArvinMeritor Technology, LLC | Achsanordnung mit ölbadscheibenbremse |
WO2017089449A1 (en) * | 2015-11-24 | 2017-06-01 | Borgwarner Sweden Ab | A vehicle driveline system |
Cited By (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN113427987A (zh) * | 2020-03-23 | 2021-09-24 | 阿文美驰技术有限责任公司 | 具有多个电动机的驱动车桥*** |
EP3885170A3 (de) * | 2020-03-23 | 2022-01-12 | ArvinMeritor Technology, LLC | Antriebsachsensystem mit mehreren elektromotoren |
US11407307B2 (en) | 2020-03-23 | 2022-08-09 | Arvinmeritor Technology, Llc | Drive axle system having multiple electric motors |
CN113427987B (zh) * | 2020-03-23 | 2024-02-27 | 阿文美驰技术有限责任公司 | 具有多个电动机的驱动车桥*** |
US11975606B2 (en) | 2020-03-23 | 2024-05-07 | Arvinmeritor Technology, Llc | Drive axle system having multiple electric motors |
EP4292855A3 (de) * | 2020-03-23 | 2024-06-12 | ArvinMeritor Technology, LLC | Antriebsachsensystem mit mehreren elektromotoren |
Also Published As
Publication number | Publication date |
---|---|
EP3623193B1 (de) | 2021-07-28 |
ES2889801T3 (es) | 2022-01-13 |
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